Engine valve mechanism.



E. S. SEELEY.

ENGINE VALVE macmmsm.

APPLEUATIUN FILED $3313.13, 1910,

' Patented July 2, 19312.

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lllitneaa'e-s N. S. SHELBY.

ENGINE VALVE MECHANISM.

APPIIAIOATION FILED TEB\12,'1910, D, L J W n Manned-July a, 1912.

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. To. all whom it may concern:

NATHANIEL S. SEELEY, OF FLUSHIN G, NEW YORK.

Beit known that I, NATHANIEL S. Sammy, a citizen of: the United States, and a residentof Flushing, in the county of'Qneens and State of New York, have invented an Improvement in Engine Valve Mechanisms,

..,' ofwhich the following description, in connection with the accompanying. drawings, is

' a specification,

10 1 representing like parts,

and the like, and among to provide a very effective and simple valve This'invention relates to engines and inore partlcularly to internal combustion engines other objects aims mechanism whereby the inlet of. the fuel mixture and the exhaust-f the burned gases maybe completely controlled as desired.

The character of the invention may be I best understood by reference to the followingi description of an illustrative embodi ment thereof shown in the accompanying drawings wherein:

Figure'l'is a vertical section through the cylinders of an engine equipped with a valve mechanism embodying my invention; Fig. '2

1s a vertical section taken on the irregular line 2-2 of Fig. 1; Fig. 3 is a side elevation of the'upperportion of Fig. 1 looking toward the left of said figure; Fig. 4 is a section taken ion-the curved line 4--4 of Fig. 2;

Fig.5 on adjenlarged scale shows apacking 5 Fig..6-is a section taken on line 6-6 If. 1; and Fig. 7 is a view showing a evelopment of a port shown in Fig. 2.

strip of F plan Referring to the drawings the illustrative' engine selected herein as embodying the inventioncomprises (-Figs. 1' and 2) a plurality of cylinders 1 herein for purposes 'ber may be used of illustration two cylinders only being understood that any numas desired. Each of these cylinders preferably, has a domed or partially spherical head and is provided with apiston 3 which is capped or hollowed out oppositely to said dome to provide a minimum amount of wall space for a given volume therebyreducing radiation losses and permitting a maximum efi'ective presshown, it being sure on the piston'head. Connected to said piston 3 is a connecting rod 5 pivoted at one end to said piston and at the other end to a crank 7 secured to a crank shaft 9 journaled in boss bearings 11 (F g. 1) In a Specification of Letters Patent. Application'filed February 12, 1910. Serial No. 543,434. I

like letters on the drawings.

ENGINE VALVE MECHANISM.

Patented July 2, 1912.

crank case 13. To one end of this crank shaft is secured a fly wheel 15.

The parts described above are ofusual construction and are selected herein to be used in connection with the valve mechanism embodying my invention and which will non be described. Mounted-on the tops of the cylinders 1 and heroin integral therewith is a cylindrical inlet valve housing 17 and a similar exhaust valve housing 19, said housings extending along the-tops of said cylinders. These housings contain rotary barrel valves.2l and 23 respectively. These barrels may be rotated from the crankshaft 9' by spur gears25, 27, which are mounted fast on outwardly projecting'ends of said barrels and are driven in the same direction by a common gear 29 journaled on a stud shaft 31 projecting from the engine casii'ig, said stud shaft also carrying a'bevel gear 33 fast thereon and adapted to be driven'by a bevel pinion 35 fast on the end of a vertical shaft 37 journaled in upper and lower bearings 39 and 41 projecting laterally from the engine casing. The lowerend of said vertical shaft 37 base beveled pinion 43 fast thereon meshing with a bevel pinion 45 fast on an end of the crank shaft 9.

While the invention may be adapted to either a two cycle or four cycle engine, as shown herein it is used in a four cycle engine and by the gear connections just described the barrcl'valve will make one rotation for every two rotations of the crank shaft 9 in order that a fuel charge may be delivered to each cylinder on alternate down strokes of the piston. To cool the cylinders and the valves there may be provided a suitable water jacket 46.

To permit the admission of the fuel charge to the cylinders, and the exhaust therefrom, as more fully hereinafter described, the upper end of each of the cylinders is provided with a pair of elongated ports -17 and 457" (Fig. 1). The rotary barrel valve 21 for controlling the admission may be provided with. one or more elongated or other inlet openings 21. here one opening is used as herein, bythe arrangement of gearing. described, the opening will be brought into registration with the cylinder port 47" once for every two revolu- 'tions of the crank shaft 9. Of course, if

55 barrel, said yoke being two openings were used lint-said barrel 21,

the la -er would be rotated at one-fourth of the speed of the crank shaft. The rotary exhaust valve may be provided similarly with one or more openings 23".

When two cylinder: are used," as herein, a

second. admission openin 51 is provided in a said barrel valve2l an located 90 from the inlet opening 21 for the first cylinder referred to. By this arrangement the crank shaft 9 will receive a power stroke from the piston in one cylinder for one revolution of said shaft 9 and will receive a ower stroke from the piston in the other cylinder for the next revolution of said shaft so that the shaft will-receive one power stroke for every revolution. It will beapparent that if four cylinders were used the Openings 21 and 51' instead of being 90 apart would be 180 apart.

By the barrel valve shown herein the fuel mixture, is adapted to be lead axially through said valve. To maintain saidvalve always filled with a. fuel mixture in readiness 25 to be introduced into the cylinders whenever -the barrel inlet openings are brought a into registration withthe ports of the cylinders a. fluid pressure means may bprovided. This means herein comprises a fan or a pluso rality of-vanes 53' secured to the interior of said barrel, said'vanes projecting radially toward the center thereof. Preferably the vanes are offset one from another to.prevcnt obstructing said barrel materially. The

fuel is delivered to-thebarrel through a duct 55 connected at one end to a'carbureter (not shown) of any suitable-construction and at its opposite-end to the barrel valve 21 by a flanged coupling 51 threaded on,the-end of said, barrel valve and receiving-art end flange 59 on said duct 55,. a suitable washer 61 being interposed between the abutting ends of the rotary barrel valve and the duct 55. The continuous rotation of the barrel valve during the operatibn of the engine will also rotate the vanes 53 and force the fuel mixture from the. carburetor axially through the barrel valve.

' To prevent leakage 'and'take up wear between said barrel and. its housing said parts preferably, are tapered, the barrel being adapted to be adjusted longitudinally of its housing by'a rocking yoke 63 having studs 65 received by a peripheral oove'67 in said bracket 69 on the engine casing. This yoke may be rocked by an adjusting screw 71 pivoted and swiveled at one end to the upper end of said yoke and threaded into a lug I 73 on the engine casing, said screw 71 being held in its positions of adjustment by suitable nuts 7 5 threaded on said screw at opposite sides of said lug 73. It will be up parent that when said adjusting screw 71 is turned the yoke 63 will be rocked and the .of said charge.

ulcrumed on a.

have bent ends 81 engaging the bases of said grooves. As a result they will press outwvardly from said barrel and against the inner periphery of their cylindrical housings. It will be apparent that since said pack- 30 ing strips occupygrooves in said rotary barrels they will be carried around with said barrels and to prevent said strips from springing outwardly to interfere with the rotation of said barrels when said strips are 35 passing the cylinder orts l7? and 47", said ports may be provide with suitable bridges -83 (Fig. l) which will be engaged bysaid packing strips when said valves are rotated and efleet-ually'prevcnt said strips from objeet-ionably springing out of their grooves.

The eliicieney and efiectiveness of a gas engine depend to' a large extent upon the proper control of the supply of =the fuel charge to the cylinders. Two factors in this control are the timingof the admissio'n of said charge and the varying of the volume One of the important features of my invention contemplates the provision of means whereby the charge may be completely controlled and varied as desired. To this end the inlet barrel valve 21is provided with an adjusting valve, herein in the form of a sleeve 85, located within said rotary barrel valve and provided with an opening 87 which may or may not be of the same shape and size as the opening in the barrel valve 21 referred to.- For additional control a second adjusting valve or sleeve 89 is provided herein contained within and contiguous to the first adjusting sleeve 85 referred to. Said sleeve 89 is provided with an opening 91 which may or may not be of a size and shape similar to the-opening in the adjusting sleeve 85. It will be'apparcnt that when these adjusting valves are moved more or less relatively to or out of registration with the cylinder port 47" they may cut oil' or vary the opening thereto more orless andthe amount or volume of the char 0 which may be introduced through said cy inderport 47 will be varied. The adjustment of these sleeves will also vary the timingof the introduction of the fuel cl'rirge so that the latter event may occur sooner or later as desired; in accordance to the demands upon the engine. These adjusting sleeves 85 and 89 may be adjusted by any suitable means either rotat'ively or longitudinally as desired. To adjust said sleeves rotatively,.18o

. worm-wheel control will be locked from further movement when time adjusted. To adprojectin laterally from the engine casing.

v For. controlling the admission of the .charge tothe second cylinder or other cyl- ,be provided with other openings similar to a v U of the-sleeve (Fig. 1) will be closed, but its valve and theadjusting sleeves are in regample, if both of the adjusting sleeves 85 I alone .is adjusted back somewhat or in a I no ' tively or otherwise adjusting said sleeves a 86,

being' adapted to be turned by a suitable hand-wheel 101 (Fig. 3). By turning said just saidsleeves longitudinally each of the atter may be provided with a rocking yoke connection with t is upper end of said yoke, said adjusting screw beingthreaded into a alug 111 on the engine casing and provided with ahand-wheel 113. It will be apparent ,thatby turning sa'id hand-wheel the yoke of thecylinders. When the openings are in valve will be introduced into the cylinder the rotary valve 21-is turning in a clockwise -inission of-the fuel mixture to the c linder herein each may be provided with a wormwheel 93 (Fig, 1) splined thereon and in mesh with a worm 95, journaled in bearing brackets 99. on the engine casing, said worm hand-wheel the'sleeves may be readily rotated more or less and by the worm and 103 (Fig. 1) having opposed studs occupymg a peripheral groove 105 in the sleeve. said yokebelng-fulcrumed in an arm 10? These yo es may be rocked by an adjusting screw 109 havin a pivoted and swiveled will berocked and the sleeves adjusted longitu'dinally as desired. 1

inders,'theiadjustihg sleeves 85 and 89 may theopenings 87 and 91. The left handend opposite end may be open to receive the fuel fronrthe carbureter; I

For 'urposesiof discussion it may be supposed t at the openings in the rotary barrel istration with the admission port 47! of one this position and the rotary valve 21 is rotated as in the ordinary running of the engine it will be apparent that the fuel mixture drawn axially through said rotary when the opening of the rotary valve'is in registration with the port 47. Now, for cx-.

and 89 (Fig. 2) are adjusted together more or less in a contra-clockwise direction and direction, it will be apparent that the adwillbe caused to occur earlier than w en the openings 98 and 91 of said adjusting sleeves are turned somewhat in a clockwise direction topartially cover the cylinder port opening 47. If, now,' the'adjusting sleeve clockwise direetion'the efi'ective admission. opening of the valve will be reduced and conse uently the amount of fuel admitted theretli-rough in a given time will be reducedv This movement will, also, vary the timing. It will be apparent that by rotavery wide range of control may be effected.

- shaped if desired.

lbarrel valve 23 and thence back between the interior-of said rotary barrel tv'alve' 23 and 1.

valve may be opened-at the completion of the power stroke of the piston or otherwise, as desired. 7 Herein one of the ends of the rotary valve 23'is closed and. its opposite end 23" may be open to the atmosphere or connected to a suitable muiller as desired. 1 To vary the effective openings and the time of uncoverin of the exhaust port- 47' with a nicely of adjustment the openm in the adjusting s eeve may he s aped somewhat sinuously (Fig. 7) or otherwiseg so that when said sleeve is adjusted axially over the port 47 the effective opening of thejf ifl. latter may be gradually cut oil or enlarged ash:

desired. 7 Such a shaped o ening, also,-

well adapted forfvarying tie ort openin'gqi by the rotative adjustmento saidsleevev-A,

It will be understood that the openingsin the slceves 85 and 89 may be similarly One of the important advantagesof adjusting sleeves is their effectiveness in-e preventing leakage. During the events of greatest tendency forleakage. \Vhen com-f pression is occurring the-opening of'the rotary exhaust valve 23 will'be diametrically opposite to the cylinder exhaust "port 147 and the port 115of'the' exhaust ad'usting sleeve 115. It will be apparentthat or any. esca )e of-gasesor leakage from thecylinder to t e exhaust barrelvalvdat thatftime -it u will be necessaryiifor the" ggases. toisereep; around? betweenthe mteriorof the cylindery housing 19 "and the exteriorof 'therotary the exterior of the adjusting sleeve'115 to reach the opening inthe-latter. It .will be obvious that for any gasesto' escape through a I such a circuitous route during the short time elapsing between the opening and closing of the exhaust port would practically be impossible. During'the events of compression and explosion the opening in the rotary ina let valve 85 will also be at a position remote from the cylinder port 47 andjthere will be an opposit-xonte leakage similar to that described for the exhaust valve.

.By my invention the timing and varying of the valves for controlling the inlet 'and exhaust may be controlled at anytime what ever, thereby increasing the range'of speed 100' compression and explosion thereiisthe and also providinga great flexibility of op- ;eration wlth a maximum power or torque at ,duce the necessity of frequentl every speed. :Where the work on the englne is constantly varying as, for example,

' -1h automobile engines, the ability-to adjust 'the'valves while the en ine is running will be'of great valueinad ing to the efiiciency and e 'ectiveness of the engine and will rechanging the transmission gears. Where t e engine is called upon to'p'erform one class of work for a period andthen it is desired to use. the same engine for a difierent class of work, it is merely necessary to adjust the. valves until the engine is running with greatest efiiciency. It will be observed that thus the field of usefulness of the engine is greatly stop the engine, one or more of saidsleeves 'qao may be adjusted to close'eitheror' both of the .ports 47 and 47 partially or entirely as desired, thereby confining or restr ctingthe gas contained in one or both of the cylinders.

As a result the pistons in compressin this gas will be impeded and will act as a rake to arrest the engine. It -will,be apparent that the sleeves also may be used for opening and closing the, ports to' admit or cut oh the fuel supply to start or stop the engine.

13 the fan in the rotary inlet valve a supply 0 fuel is always maintained at the entranceof the inlet ports of the cylinders so that full fuel' charges may be quickly introduced 1nto the cylinders under the control of the rotary valveand adjusting valves.

Having described one embodiment of my invention without limiting myself thereto what I claim as new and desire to secure by Letters Patent is:

1. An engine comprising, in combination, a cylinder and its piston; a port for said cylinder; a valve; and sleeves over said port adjustable relatively to one another and relatively to said port for controlling the entrance to said port.

2. In an engine, the combination with a cylinder and its piston, of a port leading into said cylinder, a valve coiiperating with said ort, and sleeves having openings therein adjustable relatively to one another for varying control of the fuel charge to said ort. p In an engine, thecoinbination with a cylinder and its piston, of a valve housing;

a port leading from said housing to said cylinder; a rotary valve in said housing having an opening adapted eriodically to uncoversaid'port, and'a'n-a justin sleeve having an opening therein and a apte'd to be adjusted rotatively or axially to vary the effective opening in said port.

4. In an engine, the combination with a cylinder and its piston, of a port for said cylinder; a valve l10using; a'rotary barrel valve therein and a timing valve coti ems ing with said barrel valve and ad'usta I le in relatively to said port. a v

5. An engine comprising, in combination, a cylinder, its piston, a port for said cylinder, a valve housing; a rotary valve in the latter and a timing sleeve'coti eratin with said rotary valve and adjusta le in t edirection of the axis of the latter. and relatively to said port.-

6. An engine comprising, in combination, acylinder, a piston therein; a rotary valve.

and a sleeve having a sinuously formed ore and adapted to be adjusted relatively to-said valve.

'7. In an engine, the combination ofla inder audits .piston,'with a'valve housing; p w

.the direction of the axis of the atter'and a portlcading from said-housing'to'said cylinder; a. rotary valve mounted. in said housing and having an openin V periodicallyto uncover said port and.resili-' ent packing strips extending longitudinally, Q of and occupying recesses in said rotary valve and tending to sprin outwardly therefrom for said port. a 4; 81 In an engine, the combination 'dfsa cylpreventing lea agearound inder and-its piston, with a valve housing;

port leading from said housing tofsaidcylinder; a rotary valve in said housing uncover said port; and sleeves within said having an opening adapted periodicallyfto rotary valve said sleeves being adjustable relatively to one another and relatively to said port for controlling the timing and 1 volume of the fuel charge.

9. In an engine, the fombination of 0. cyl' inder and its piston, ith a valve housing; a port leading from said'housing to said cylinder; a rotary valve in said housing; a carburcter duct leading to said rotary valve and a fan within said rotary valve for drawing the fuel mixture'axially into said rotary valve.

10. In an engine, the combination. of a cylinder and its piston, with a valve housing; a rotary barrel valve therein; a carburcter duct leading to said barrel valve and vanes projectlng radially within said rotary barrel valve for forcing the fuel mixture axially into said barrel valve. 11. In a gas engine, the combination of a cylindcrand its piston, a rotary valve for said cylinder, means to conduct fuel to said valve and means contained in the latter to force fuel into sgid cylinder.

having openings'adapted to be periodically brought into registration with said inlet and exhaust ports; gears secured to said barrel valves; gear connections fronisaid gears to said crank shaft, and adjustable sleeves within said rotary barrel valves, said sleeves being adjustable relatively to one another and relatively to said ports. I

13. -In a gas engine, the combination of a cylinder and its piston, with a valve housing; a port leading from the latter to said cylinder; a rotary valve in said housing having an opening adapted periodically to register with said port and a pair of sleeves within said rotary valve each havin an opening therein, said sleeves being relatively adjustable for controlling the admission of the fuel charge to said cylinde 14. An engine comprising, in combination,

a cylinder; a piston therein; a valve housing; a rotary barrel exhaust valve having a lateral opening therein; and adjusting means for said opening.

15. An engine comprising, in combination, a cylinder, a piston therein; a rotary barrel exhaust valve having a lateral opening therein and an adjusting sleeve for said opening.

16. An engine comprising, in combination, a-cylinder; a piston therein; a valve therefor; and means independent ofthe latter for opening or closing the fuel supply to said cylinder.

17 An engine comprising, in combination, a cylinder; a piston; a barrel valve therefor and a fan in the latter for forcing fuel therein.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing Witnesses.

NATHANIEL S. SEELEY.

Witnessesz EVERETT S. EMERY, HENRY T. \VILLIAMs. 

